Regenerative system for stopping and starting cars and trains.



W. H. KNIGHT.

REGENERATIVE SYSTEM FOR STOPPING AND STARTING CARS AND TRAINS.

APPLICATION FILED JUNE 30, 1906. RENEWED 0014,1913.

Patented Apr. 6, 1915.

e SHEETS-SHEET "HE NORRIS PETERS CO PHOTO-THO. WASHINGTON. D C

W. H. KNIGHT.

REGENERATIVE SYSTEM FOR, STOPPING AND STARTING CARS AND TRAIN S.

APPLICATION FILED JUNE 30, I906. RENEWED OCT. 4,1913,

1,1 34,682., v Patented Apr. 6, 1915,

e SHEETS-SHEET 2 THE NORRIS PETERS CO.. PHOTO-LITHQ, WASHINGTON, D4 C.

W. H. KNIGHT.

REGENERATIVE SYSTEM FOR STOPPING AND STARTING CARS A'ND- TRAINS.

APPLICATION FILED JUNE 30. 1906. RENEWED OCT. 4. 1913 1 1 34,682.,Patented Apr. 1915.,

a snnms snnm a.

THE NORRIS PETERS 60., PH'DTD-LI'IHQv WASHINGTONv D.

w. H. KNIGHT. REGENERATIVE SYSTEM FOR STOPPING AND S TARTIN G CARSAND-TRAINS.

APPLICATION FILED JUNE 30. I906. RENEWED OCT. 4. 1913. 1,1 34,682,Patented Apr. 6, 1915;.

8 SHEETS-SHEET 4.

Full-lull 344mm mach/(Jaw, on 35434142 W THE NORRIS PETERS C(L, PHOTOLITHO.. WASHINGTON. D. C.

W. H. KNIGHT.

REGENERATIVE SYSTEM FOR STOPPING AND STARTING CARS AND TRAINS.APPLICATION FILED JUNE 30. 190,6. RENEWED OCT. 4, I9I3.

1 1 34,682. Pat n ed Apr. 6, 1915.

6 SHEETS-SHEET 6.

I'HE NORRIS PETERS 60.. PHoTo-LITRQ. WASHINGTON. D. C

W. H. KNIGHT;

REGENERATIVE SYSTEM FOR STOPPING AND STARTING CARS AND TRAINS.-

APPLICATION FILED JUNE 30. 1906. RENEWED OCT. 4,1913.

1 1 84,682. en Apr. 6, 1915.

HIE NORRIS PETER: 60.. PHOTO-LITHQ. WASHINGTON. D. C

WALTER H. KNIGHT, or rnovrnnncn, arronn ISLAND.

REGENERATIVE SYSTEM FOR STOPPING ANID STARTING CARS AND TRAINS.

Specification of Letters Patent.

Application filed June 30, 1906, Serial No. 324,222. Renewed October 4,1913. Serial No. 793,484.

To all whom it may concern:

Be it known that I, VALTER I-I. KNIGHT, a citizen of the United States,residing at Providence, county of Providence, Rhode Island, haveinvented a new and useful Regenerative System for Stopping and StartinCars and Trains of which the followin is a specification.

The present invention relates to a system of operating cars and trainswherein the en ergy expended in stopping the same is stored and usedagain in starting, and the invention is particularly applicable to themodern rapid transit systems in which trains are operated under shortheadway at high rates of speed and have fixed station stops atsubstantially regular intervals. 7 In such systems the load upon'thepower house is very unevenly distributed, the high acceleration requireddemands heavy and expensive installation, which, both as to thestationary and the moving plant has to be designed tothe brake action.

Some of the objects of my invention are,

to increase the average speed of such cars or trams, reduce the powerrequired to operate them and the wear and tear on car equipment,equalize the load on the power house, and render some of its serviceavailable for extensions or other uses; reduce the weight .and size ofmotors, and largely eleminate noise and the dust due to the friction ofthe brakes, while attaining higher acceleration with an easier stoppingand starting motion, thus increasing the comfort of the travelingpublic.

My invention comprises means located at the individual stations forcompresslng and storing air and means carried by the train,

and preferably by each car of the train, for

vcoupling the train to the air compressing means as the train approachesa station,

and stopping the train while thus storing .in the compressed air theenergy expended tion relative to the track.

PatentedApr. e, 1915-.

in stopping the train; the coupling means being so designedand operatedas to enable the starting of the train by the useof the compressed air,and in either, direction r equired. v

- In the accompanying drawings I have exhibited the invention in itssimplestv form, and I will first describe the system with reference tosaid drawings, and then point out .in the claims the novel elements andcombinations.

Figure l is a partly diagrammatic elevationshowing the principalelements of a regenerative system of train control constructed 1naccordance with my invention;

Fig. 2 is a plan View of the same; Fig. 3 is a partial end elevationexhibiting the grip mechanism of the preferred form; Fig. 4 is a sideview of the grip mechanism and some of the contiguous parts; Figs. 5 and6 are,

respectively, side and end-' elevations of. a.

modified form of grip mechanism; Fig. 7 is fa horizontalsectional viewof a grip-jaw:

Fig. 8 is a longitudinal sectional view of the buffer mechanism forstopping the grip bar at the end of its travel; Figs. 9, 10 and 11 aresectional views of .thesame mechanism taken on the se eral lines ofsection indicated on Fig. 8, and in Fig. 11 the lower end of the grip isalsoshown in elevation,

and the grip bar in transverse section Fig. 12 is asectional'view of theforward endof the piston showing the safety release mechanism; Fig. 13is a sectional elevation taken transversely through the main cylinderstuffing box; Fig. 145 is a diagrammatic view .illustrating means ofautomatically-introducing steam into the compressed air; Figs.

15 and 16 arediagrammatic plan views showing respectively. the relationsbetween the grips and the grip bars on a'loop, and

on a dead end.

Referring to Fig. 1., 11 represent portions of the bodies or trucks oftwo cars of a train, preferably a portion of the truck, to eliminate asmuch as possible vertical mo- To prevent obscuring the view the trackwheelsand the track are eliminated from this view, but the trackis'shown at 2 in Fig. 2. Depending from the car body or truclgpreferablyon each car of the train, are grips 3 whosev construction, means ofsupportandoperation will be more fully.described:hereinafter.

4 -t are, respectively, stopping and starting grip bars, preferably thinfiat bars of steel arranged on edge to slide in parallel paths betweenthe rails of the track, being guided by L-iron guides 5 (Figs. 3 and 6).

The grip bars 44? are of sufficient width vertically to provide spacefor their gripping by the grips 3, and each bar is long enough to begripped by all the grips of a single car or train, and preferablyflexible enough laterally to permit of operation on curves.

Two grip bars are provided for each station and their rear ends areconnected together as by a cable 6 running over guide sheaves 77 so thatthe movement of either grip bar is accompanied by the movement of theother grip bar in the contrary direction. The grip bar 4:? isfurthermore connected at its forward end as by a cable 8, traveling overguide sheaves 9-9 with the piston rod 10 connected to piston 11traveling in the elongated cylinder 12. The sheaves are preferablyarranged horizontally and are so disposed as to bring the cable linesand grip bars parallel and on opposite sides of the track. On account ofthe great length of the piston rod it preferably lies upon or 'iscarried by the bottom 0f the cylinder, while beyond the cylinder it iscarried by guides or sheaves, and, if of the represented cylindricalrod-shaped make, as shown in Fig.- 1, it will be connected to the lowerportion of the piston and pass through a stuffing box 13 in the lowerportion of the cylinder head, the lower side of the rod and stuffingboxconforming to the contour of the interior of the cylinder and the lowerside of the stufiing box being flush with the interior of the cylinder.The rear end of the cylinder is closed to afford air air cushion for thepiston, and somewhat forward of the rear end is located a bleedingaperture 14-, which may be controlled by the outwardly opening checkvalve 14, so as to maintain a partial vacuum in rear of the piston.

In Fig. 12 I have shown in detail the means preferred as asafetyrelease'in case of breakage occurring anywhere between the pistonand the terminal buffer, hereafter described, which breakage might, butfor the safety mechanism, release the piston and allowit to be drivenrapidly inward, drawing with it all the mechanism attached to it. Fig.12 shows the front or high pressure end of the piston. The piston rod 10is not fixed directly to the piston but passes through a stuffing box inthe head thereof, and has an adjustable nut 53 which plays between astop lug 54 fixed to the lower Wall of the piston and the compressionspring encircling the piston rod and bearing between thefront head ofthe piston and its seat in the nut A large aperture in the head of thepiston is controlled by a valve '56, held intoits seat by a lever 57fulcrumed at one end on a shoulder or lug 58 on the wall of the pistonand bearing at its other end against the forward face of the nut 53. Itwill be seen that the spring 55 is held normally in a state ofcompression by the f pull on the piston rod and when this is released bya breakage, such as described, the spring will force the nut 53 andpiston rod rearward, and this action aided by the high pressure on theouter face of the valve 56 locit fetches u) on this air in rear of thepiston, it will force the valve 56 shut and will be brought to acushioned stop between the two bodies of compressed air on oppositesides of it. The forward end of the cylinder has also a cushioning spacebetween the end of the cylinder and the air pipe 15 leading from thecompression end of the cylinder into the compressed air tank orreservoir 16. A normal or starting pressure of say, 400 lbs. ismaintained in the reservoirs 16 throughout the system. This may, forexample, be done by an .air pump at some point connected to the pipe 17which in turn is connected to each ofthe reservoirs 16 by a branch pipe18 controlled by a valve 19, which in turn is controlled either by handor by the pressure in the adjacent reservoir.

By working with high initial pressure the losses of energy due to heatof compression are lessened, and a better working pressure obtainedWithin smaller limits. To conserve the heat of compression the cylinder,air pipes and reservoir maybe jacketed in any suitable manner. Any lossof energy due to heat dissipation may be compensated forby reheating theair. This is preferably done at the moment of starting of the train, andby means of a steam jet which may be supplied to the interior of thereservoir 16, or to the air in the cylinder by means of a pipe 2.0governed by a valve 21, which may be controlled by hand, but ispreferably automatically opened for an instant by the train itself as itstarts to leave the station. This may, for example, be done byconnecting the lifting lever 22 of thevalve to the core 23 of thesolenoid 2%, one end of the circuit 25 of which may be grounded, whilethe other end is connected to the short rail 20 insulated and adapted toreceive at the proper moment a'contact shoe 27- connected with thesupply circuit, as for example, with the trolley or trolleys of the caror train. Signalflags or balls'28' placed along the track, and which maybe painted or lighted in different colors, indicate distances from hibitto the motorman the speed of travelof the train.

The preferred form of the grip construction is shown in Figs. 3 and 4.The jaws 3O of the grip are formed at the lower ends of the levers 3131pivoted together by the pin 32, and one of them connected to a rigidpoint, as for example, to the air cylinder 33, while the other lever isconnected to the piston rod 34 of such cylinder. Theair cylinder has theauxiliary reservoir 35, automatic valve control 36, branch air pipe 37,and main or train air pipe with its controlling engineers valve, likeair brake controlling mechanism now in use. 7 e

As shown in Figs. 3 and 4 the grip is carried byone of the trucktransoms. The grip barbeing preferably guided immediately on or abovethe cross ties, and it being necessary, therefore, to have the jaws ofthe grips extend below the top of the rails, it is necessary that thejaws have some liberty of vertical motion to cross switches, etc. Tothis end the construction shown in Fig. 4 is adopted. The grip issustained by achain 38 from a rigid portion of the truck frame whichenables the grip to rise when its jaws are being guided over a rail 2.as by means of the inclined guides 39. 'To allow this movement also theconnection of the levers 31 to the air cylinder and the piston rod is iby means of links 40.. The grips are prevented from movementin thedirection. of the strain upon them both by the chain 38 and by a link 41connected at one end to a rigid portion of the truck. and at the otherend to the pivot pin 32. It is desirable that the jaws 30 shallautomatically grip the grip bar when the car or train carrying the gripsruns up to the station, bringing the jaws of the grip astride thestarting grip bar, and

that they shall automatically release said grip bar at certain points,for example, that the jaws of the starting grip shall release thestarting grip bar as soon as the train has reached its maximum speed.and is traveling faster than the grip bar. This may be accomplished, asshown in Fig. 4. by forming 'the pin 32 with a taper in a directioncontrary to that of the strain upon the grip. A.

spring 42 fixed to the grip at one end and bearing behind a flange orshoulder of pin 32 at the other end holds the pin 32 in such -.-positionas to take up loose motion in the pivot bearings of the grip and holdthe jaws in such position that when the grips of a car or train run overand astrlde the bar,

a the forward motion of the bar moving between and in contact with thegrip jaws, will loosen the grips and prevent grippingaction 6,5;

but the slightest reverse motion of the bar,

.as' willoc'cur by reason ofi-the rearward pull of the fluid pressurepiston, will tighten the grip upon thebar. When the grip is in actionthe tendency of strain is to force the V jaws of the grip toward thewider end of the pivot pin and so; tighten then 1, while causing them togrip the bar more firmly,

but when the strain upon the grip is reversed, as for example, when thestarting grip bar has reached the limit of its motion and is commencingto stop and the grip is,

nected by pivoted links f to a vertical pis-' ton rod 34 disposed in avertical air cylinder 33, which is controlled by air pipes and valves,as in the case of the construction shown in Figs. 3 and 4. In this formthe grip is normally held abovethe track, and is thrown downpneumatically just before or at the time of stopping of the car ortrain. To hold the grip normally up out of'the way a compression spring43 is arrangedunder the piston of the air cylinder, or otherwisesuitably disposed so as to exert a permanent lifting. effect uponthegrip. The grips are held to resist the strain which comes upon themwhen they grip the grip bar by a rod or chain 38" connected at one endto the pivot of the grip and at the other or rod will run in an inclineddirection forward, the chain or rod for the startinggrip will run in aninclined direction rearward to its attachmenton the frame of the truckor car body.

l/Vhichever form of grip mechanism is employed I prefer tov have anautomatic tightening action of the shoe of the jaw of the grip by theemployment of a structure for the shoe andjaw such as is most fullyshown in Fig. 7. As here shown the body portion 44 of the grip jaw has aneck, rib or other suitable means 45 for securing it to itslever of thegrip, and its inner face, that is-to say, its face which projectstoward,the opposite jaw, has one or more inclined surfaces 46, against whichbear similarly inclined surfaces on the rear of; grip shoe 47. The gripshoe is connected to the body 44 ofthejaw by one or more pin and slotconnections 48 so as to permit it limited motion in aplane'parallel tothe inclined surfaces 46. The front andrear of, thejshoe' are rounded tofacilitate passage on and off thegrip bar. The front of the shoe orother suitable point has a shoulder or stop 49 engaging the front orother part of the jaw body 44, to limit the relative motion of the shoeupon said body. Suitable means are employed for holding the shoenormally toward the rear, at which point the inclined surfaces 46 holdit against the grip bar. These may be a spring 50 in a seat 51 engagedbetween the bottom of the seat and a shoulder or projection of a pin 52connected to the shoe 47. Thus any strain upon the .shoe in direction ofthe arrow, Fig. 7, will tend to hold the shoe at its outermost positionupon the inclined surfaces 46, in position to tighten its grip upon thegrip bar, but'any reverse strain will cause the shoe to slide upon theinclined surfaces and automatically and instantly loosen its hold uponthe grip bar.

It will be seen by inspection of Fig. 1, that when the grips are appliedto grip bar 4 with the train moving in the direction of the arrow, thebringing up of the piston 11. by the air cushion at the ,front end ofthe cylinder will stop the piston, cables and grip bars, the straincoming against the said air cushion, and that when the piston moves inthe reverse direction toward the rear end of the cylinder it will bestopped by the air cushion at the rear end. At this moment, however, thestopping grip bar 4 is moving in a direction reverse of the arrow, andmeans must be employed for stopping it when it reaches the'rear limit ofits movement; also the connecting cables and the other grip bar. To thisend I have provided the terminal buffer shown in Figs. 8 to 11. On theforward end of the stopping grip bar on each side is formed a shortflange 59 which strikes the buffer and so arrests the grip bars andcables when the grip bar 4 is moving in a direction contrary to thearrow Fig. 1. Preferably, this is accomplished as follows :Below eachflange 59 is arranged a fiat plate 60 forming with the flange 59 a pairof jaws, which are preferably rounded at their rear edges, as shown inFig. 8. The two jaw members are connected together by sliding bolts 61surrounded by springs 62 tending to hold the jaws together. To the frontof the buffer is fastened a tongue 63 bifurcated as shown in Fig. 11 toallow passage to the bolts 61. Thus when the jaws 59, 60 carried by thegrip bar, move on to the tongue 63 in the direction of the arrow, Fig.8, they will promptly seize the tongue between them and the bufferaction will be partly accomplished as they move to the limit of theirplay on such tongue, reaching the position shown in Fig. 8. Y

The tongue 63 is a projection from the bufien'and' preferably'ashereshown, it is carried by a preliminary bufi'er cylinder 0r dash-pot 64sliding with its stufiing box 67 upon the main hollow buffer piston 65,and having a space 66 filled with air between it and the front head ofthe main bufler piston, so as to further ease the starting blow of thegrip bar and its attached mechanism upon the buffer. The main bufferpiston plays in a cylinder 68 through stufling box 65*, and when it isstarted in motion by the consecutive action of the frictional bearing ofthe jaws 59, 60 upon the tongue 63, and the pressure of the air inchamber 66, it moves rearward against the resistance of the air withinit and within the cylinder 68 until the grip bar and its attachedmechanism are brought to a standstill. At this point in the operation,the main fluid pressure piston 11 is at the extreme inner end of itsstroke and is held there by the normal high pressure maintained in frontof it at all timesso that the bulfer will remain in the compressedcondition above described until the next train picks up the stoppinggrip bar and draws it forward in direction the reverse of the arrow,Fig. 8. The buffer will expand in the direction of movement of the gripbar, keeping the tongue 63 in engagement with the jaws 59, 60. Theaction of the air inthe dash-pot in thus restoring the latter to normalextended condition is aided by the compression spring 69 engagingbetween the stufling box 67 of the dash-pot and a cross head 70 on theplunger 65. Springs 71 carried by fixed abutments 72 are next engaged bycross head 70 of'the main plunger, arresting the outward movement of thelatter and bringing it to a cushioned stop. A further cushion issupplied by coiled spring 73 engaged by the front end of the bufler thatis to say, in the present instance, by the dash-pot 64-when it reachesits most extended condition. At this point the buffer expansion isstopped and the continued forward movement of the grip bar draws thejaws 59, 60, away from the tongue 63.

In Fig. 14 I have shown a modified construction of the apparatus forsupplying a steam jet to the compressed air in the cylinder which iscontrolled by the car or train to cause water to be pumped into a flashboiler where it is expanded into steam and injected into the airreservoir at the moment of starting of a train. This is in substitutionfor the means already described of controllinga valve for admittingsteam under pressure to the air reservoir. As here shown there iscarried upon the car 1 a dog 7 5 which strikes and moves the lever 76 inone direction of motion of the car, but pivots freely, and so slidesover said lever in the opposite direction of motion. The lever 76 isplaced at some point in the track so as to be struck just as the car ortrain is starting from a station and operates a piston valve 77controlling a pipe 78 which leads compressed air from the reservoir 16to the'cylinder of an engine 7 9 whose piston operates a plunger in thepump 80; That side of the pump 80 is connected by the pipe 81 to a watersupply, for example, to the drum 82,

receiving water of condensation in the reservoir 16, while its outlet isconnected by the pipe83 to the coil of the flash boiler 84: which has asuitable heating means and which is connected by the pipe 85 to theupper part of reservoir 16, or other place where a'jet of steam ispreferably applied to the air at the moment of its beginning to propelthe main piston 11 for starting the train. It will now be seen that whenthe car in starting from'the station strikes the lever 76 the pump 80will be operated to throw water into the flashboiler and project intothe reservoir 16 a'jet. of steam, so

' as to make up for the loss of heat or tobring jaw for tightening andloosening the grip action, while the diagonal arrangement of the rod orchain 38 indicates the direction of strain upon the grip.

Referring to Fig. 15, which illustrates the curved end of the track, itwill be seen that witha train moving in the direction of the largearrow, the grip bar 4 is first seized by the grip moving in direction ofthe small arrow A, and that when the grip bar 1* is seized by its gripits motion in direction of the arrow B will draw the grip with it, andso the car or train still is moving in direction of the large arrow, andthat in both instances the strain'u'pon the grip will tendto tighten thehold of the grip upon the grip bar. When the train has passed around thecurve it will be seen that the grips and grip bars maintain exactly thesame relation to each other. But, referring to Fig. 16, it will be seenthat the functions of the grips on grip bars 4, 4 automatically reversethemselves when running on and off of a dead end. The grip which actedasthe starting grip when running on, becomes the stoppinggrip .whenrunning ofl. In the same figure'I have illustrated the fact that at thedead end two grip bars are not necessary as the stopping grip, shown atthe position C, gripping the grip bar will draw it and the train to theposition D, shown in dotted lines, where the station is located. Herethe train is held by its brakes until when they are released it is againstarted in the reverse direction by the reverse action of the air uponthe same bar and grips, carrying the latter backto position C, and sostarting the car upon its return trip. r

3 Operation: As the train approaches a sta-j tion the engineer at thepoint where he would ordinarily apply the brakes, applies air through asecond engineers valve to the stopping set of grips throughout thetrain.

These grips simultaneously, and with just the right amount of graduallyincreasing pressure, grip the stopping grip bar 4, which drags with itthe cables connecting it to the second or starting grip blade. The twogrip blades are so connected-together that as the stopping grip blademoves forward the starthave reached a position along side of, andparallel with, each other, at which point the station is reached.Asfeach grip bar is somewhat longer than the train thesecond grip barthereforecompletely underlies the train when it reaches the stationand'is in position to be seized by all of thdstarting described,connectedbycable to the piston of the cylinder 12, the motion of thestopping grip bar toward the station is accoming grip blade movesrearward, until they grips thereof; The grip bars being also, as

panied by compression ofair in thecylinder,

and its storage in the reservoir 16. cylinder must be longer than thedistance which is to be allowed for stopping or ac- The celerating atrain, say, 300 feet. The piston rod being supported upon the bottom ofthe 1 cylinder, no cramping results. the cylinder the piston rod may becarried Outside of, '100. V

on suitable ways or pulleys. The reservoir 16 is to be equal to thecapacity of the cy'l- I inder and is charged with initial pressure, 1

as described, to a degree depending upon the weight of train and theretardation and acceleration desired, both of which may be varied attimes according to requirements of the management. 7 beenbrought toastop at the station by the retarding effect of compressed air, thestarting grips are thrown in operation by their. automatic actuatingmechanism, or

the motorman, by means of a third engineers valve, sets them on to thesecond 'or stopping grlp bar and the two sets of grips will be broughtinto action, the

When the train has second set, however, not gripping the bar until thetrain has come to a full stop: and

starts slightly backward when the automatic action of the shoesof thesecond grips will seize the starting grip bar and the two sets of gripsbearing in opposite directions with equal efl'ort will hold thetrain'stationary.

Should the motorman set the second set'of' grips before the train hasstopped, no harm will be done, as all the grips are made to grip only inone direction the stopping grip only when going faster thanthe stoppinggrip bar, and the starting grip only when the starting grip bar startstogo forward.

Upon getting the bell to start, the motorman now releases the first setof grips and the re-expansion of the compressed air accelerates thetrain upto a point where it goes faster than the accelerating grip bar,due either to the helping action of the motors on the train, or to thearresting of the grip bar by the cushion buffer; thereupon the starting;grips automatically release the starting grip bar and the lattertogether with all its attached mechanism is brought to a standstill bythe buffer.

The heavy weight of the cables, pulleys piston and piston rod and theirmomentum when traveling at the speed at which the train is going whenthey are released, renders essential a very effective bufler arrangementif the mechanism is to be stopped within a reasonable distance. To thisend I have arranged the bufl'er having the several successive actionsalready described, and preferably the interior of the bufler cylinder issupplied with compressed air at high pressure from the compressor linepipe. When moving in the reverse direction, as the air within the bufferreacts to restore the parts to normal position, the mechanism is movingat a much lower speed, and may be stopped by means of the buffer springsshown. I I p r The introduction of a jet of steam just as the trainstarts is intended to overcome losses by friction or radiation. It willbe understood that the methods of supplying the steam are merelyillustrative and that various substitute means may be employed.

It is not intended to do away with the motor, the motor control, or theordinary air or hand-brake systems, whichwill be employed foremergencies.

Diflerence in the weight of trains may be taken careof by operating thegrips at variable points, but itis preferably done auto-' matically byallowing a lighter train to attain a slightly greater maximumspeed,rfor, since the energy varies as the square of the speed andthemaximum live load only in creases the weight of the train 20% anincrease in maximum speed offl% of the unloaded train will be suflicientto bring both trains to a stop at :the same point. In 9.0-- celeratingtherefore, the trains are automatically put up to maximum velocities ininverse proportion to the square roots of their weights. I/Vhen trainsof different lengths are operated at the same time, the pointer or flagon the track shows exactly where grip application must be made for eachlength of train and the speedometer on the train indicates at which ofthese points grip application may be made, if the train for any reasonis running at less than normal speed.

When operating on a dead end track the engineers valves are so arrangedthat the N o. 2 valveof one end is connected. to the No. 3 valve of theother end, so as to reverse the functions of the two sets of gripswithout the necessity of the operator taking note of the change. Inrunning on to a dead end, the accelerating or second set of grips areseton to the grip bar by valve No. 3 and when the operator goes to theother end of the train he naturally starts the train by opening valveNo. 2 which releases the grips last set. If, however, the end of thetrack is a loop, then everything remains the same as if the track wereone straight line. In .either case the operator has no change offunctionall he has to do is to open No. 2 valve when he comes to theplace indicated on the track for him to do so, and then open No. 3 whenthe train is about to stop, and thirdly, to close No. 2

, when he wishes to start; and finally, close No. 3 when he reachesanother predetermined point. The time at which he will put on currentand take it off in operating between the places where one grip bar isreleased and the next one seized will be worked out in each case foreach station, and this too will be predetermined. In case of anyinterference or interruption of the predetermined program he will fallback upon the ordinary means of control, resuming the automatic methodat the next station.

By having starting and stopping grip bars,as herein described, theaction of the air reverses itself without the use of any valves in thecompressed air regenerative part of the system.

Having .thus described my invention what I claim as new and desire tosecure by Letters Patent is V 1. In apparatus of the characterdescribed, thecombination of a grip bar connected With a pistonoperating in a cylinder against fluid pressure and located at a stoppingpoint on a railway, a second grip bar connected to the first byvaflexibleconnectionpassing around a pulley so that the bars approachand, recede from each other, and grips one car one or more adapted toengage with one grip bar .to stop the car, and one or more adapted toengage with the other grip bar to start the car.

2. In apparatus of the character described, the combination of fluidpressure reservoirs located at intervals along the track, fluid pressurecylinders and pistons, the cylinders connected with said reservoirs tostore fluid pressure therein, duplicate grip bars for stopping andstarting arranged in pairs corresponding to said individual cylindersand connected to the pistons thereof, duplicate grips upon the car ortrain for engaging the respective grip bars, and means for causingengagement of said grips with said grip bars alternately.

3. In apparatus of the character described, the combination of fluidpressure reservoirs located. at intervals along the track, fluidpressure cylinders and pistons, the cylinders connected with saidreservoirs to store fluid pressure therein, duplicate grip bars forstopping and starting arranged in pairs corresponding to said individualcylinders and connected to the pistons thereof, duplicate grips upon thecaror train for engaging the respective grip bars, and automatic meansfor causing engagement of said grips with said grip bars.

4; In apparatus of the character described, the combination of fluidpressure reservoirs located at intervals along the track, fluid pressurecylinders and pistons, the cylinders connected with said reservoirs tostore fluid pressure therein, duplicate grip bars for stopping andstarting arranged in pairs corresponding to said individual cylindersand connected to the pistons thereof and to each other so as to move inopposite directions at the same time, duplicate grips upon the car ortrain for engaging the respective grip bars, and means for causingengagement of said grips with said grip bars alternately. I

5. In apparatus of the character described, the combination of fluidpressure reservoirs located at intervals along the track, fluid pressurecylinders and pistons,

the cylinders connected with said reservoirsv to store fluid pressuretherein, duplicate grip bars for stopping and starting ar ranged inpairs corresponding to said individual cylinders and connected to thepistons thereof, duplicate grips upon the car or train for engaging therespective grip bars, and automatic means for disengaging the startinggrips from the grip bars.

6. In apparatus of the character de scribed, the combination Offluidpressure reservoirs located at intervals along the track, fluid pressurecylinders and pistons, the cylinders connected with said reservoirs tostore fluid pressure therein, duplicate grip bars for stopping andstarting 7 arranged in pairs corresponding to said inclividual cylindersand connected to the pistons thereof, duplicate grips upon the car ortrain for engaging the respective grip bars, and means under control ofthe operator for applying and disengaging the grips.

7. In apparatus of the character described, the combination of fluidpressure reservoirs located at intervals along the track, fluid pressurecylinders and pistons the cylinders connected with said reservoirs tostore fluid pressure therein, duplicate grip bars for stopping andstarting arranged impairs corresponding to said individual cylinders andconnected to the pistons thereof, duplicate grips upon the car or trainfor engag- 8. In apparatus of the character described,

the combination ofv fluid pressure reservoirslocated at intervals alongthe-track, fluid pressure cylindersand pistons the cylinders connectedwith said reservoirs to store fluid pressure therein, duplicate gripbars for I stopping and starting arranged in pairs corresponding to saidindividual cylinders and connected to the pistons thereof, duplicategrips upon the car or train for engaging the respective grip bars, meansfor applying and releasing the grips and the grip bars, said means beingautomatic in one direction and-controlled by the operator in the other.

9. In apparatus of the character described,

the combination of a fluid pressure-actuated grip bar guided in thestationary way, a

grip normally carried by the car, and. mechanism for first lowering thegrip to level of the bar and then'forcing engagement therewith.

10. In apparatus of the character de-' scribed, the combination of afluid pressure actuated grip bar guided in the stationary way, a gripsupported on the car and projecting below the top of the rails, andautomatic means for lifting it at crossings and switches.

11. In apparatus of the character described, the combination of astationary fluid pressure cylinder and piston, two grip bars havingoperative connection with the piston in opposition to each other, andindependent grips upon the car or train for operating with said gripbars, whereby when both grip bars are connected to the grips, the car ortrain is held stationary.

12. In apparatus of the character described, the combination of carstopping mechanism, car starting mechanism, and a connection betweenthem adapted to return the former to normal position upon operation ofthe other.

13. In apparatus of the character described, the combination of astationary fluid pressure cylinder and. piston, an elongatedfleXible-grip bar connected to the piston, and grips on a car or traincooperating 1 with said grip bar.

14. In apparatus of the character described, the combination with anelongated stationary cylinder, the piston thereof, an elongated pistonrod, a grip bar guided in the stationary way and operatively con nectedto said piston rod, and a car having brakes and grips, the latterengaging the I grip bar, whereby the car may be stopped,

. held, and started in reverse direction without manipulation of valvesin said cylinder.

15. In apparatus of the character described, the combination of a fluidpressure cylinder and piston, two sets of gripping mechanisms on the caror train, and two grip blades located and guided in the stationary way,connected together by mechanism causing them to move oppositely, andalso connected with the fluid pressure piston.

16. In apparatus of the character described, the combination of a gripbar guided inthe stationary way, and a grip carried by'the car or trainand having a shoe automatically tightening'on' the grip bar in onedirection of strain, and automatically freeing itself in the otherdirection of strain.

17. In apparatus of the character described,'the combination with a pairof grip bars connected to move in opposite directions, and a pair ofgrips having shoes automatically freeing-themselves in differentdirections of strain.

18;1In apparatus of the character described, the combination of a gripbar scribed, the combination of a grip bar, and a grip'comprising twovlevers each bearing a gripping jaw, a tapered pin on which the leversare loosely pivoted, and means for holdingthepin from endwise movement.

20. In apparatus of the character described, the combination of fluidpressure cylinders, and their pistons located adjacent to the track,duplicate grip bars arranged in pairs on opposite sides of the track andconnected to said pistons, a cable connecting the paired grip bars, anda pulley on which said cable travels arranged substantially horizontallyand so disposed as to cause the grip bars to move in opposite directionsat the same time.

21. In apparatus of the character described, the combination of fluidpressure cylinders, pistons therefor, means for connectingsaid pistonsto and disconnecting them from a car or train so, as to propel the caror train in the same direction for both directions of movement of thepiston.

22. In apparatus of the character described, the combination of fluidpressure cylinders, pistons therefor, means for connecting said pistonsto and disconnecting them from a car or train, the cylinder having anair out let atits suction end.

23. In apparatus of the character described,

the combination of fluid pressure cylinders,

pistons therefor, means. for connecting said pistons to anddisconnecting them from a car or train, the cylinder having a valved airoutlet at its suction end.

24. In apparatus ofthe character described, the combination of fluidpressure cylinders, pistons therefor, means for connecting said pistonsto and disconnecting them from'a car or train, the cylinder having anair outlet some distance from its suction end.

25. In apparatus of the character described, the combination of fluidpressure cylinders, pistons therefor, means for connecting said pistonsto and disconnecting them from a car or train, the cylinder having avalved ail;i1 outlet at some distance from the suction en v 26. Inapparatus of the character described, the combination with afiuidpressure reservoir, a cylinder located adjacent to the track andhaving-a pipe leading to said reservoir, and a piston for said cylinderhaving means for connecting to and disconnecting it from a car or trainon said track. V

27. In apparatus of the character described, the combination with afluid pressure reservoir, a cylinder located adjacent to the track andhaving a pipe leading to said reservoir from said cylinder at a pointsome distance from the compression end of the cylinder, and; a pistonfor said cylinder having means for connecting to and disconnecting itfrom a car or train on said track.

28." In apparatus of the character described, the fluid pressurereservoir heat insulated, a cylinder having a pipe leading therefrom tosaid reservoir and located adjacent to the track, and a piston for saidcylinder having means for connecting it to and disconnecting it froma'car or train.

29. In apparatusof the character described, the combination ofstationary means of storing compressed air, means for connecting a caror train'to said pressure storing means and disconnecting it therefrom,and means for supplying steam to the air under pressure.

30. In apparatus of the character described, the combination ofstationary means of storing-compressed air, means for connecting a caror train to said pressure storing means and'disconnecting it therefrom,a steam supply, and means for controlling the admission thereof to thecompressed air.

31. In apparatus of the character described, the combination ofstationary means of storing compressed air, means for connecting a caror train to said pressure storing means and disconnecting it therefrom,a steam supply, and automatically operated means for controlling theadmission thereof to the compressed air.

32. In apparatus of the character described, the combination ofstationary means of storing compressed air, means for connecting a caror train to said pressure storing means and disconnecting it therefrom,a steam supply, and automatically operated meansfor controlling theadmission thereof to the compressed air after the car has stopped.

, 33. In apparatus of the character described, the combination ofstationary means of storing compressed air, means for connecting a caror train to said pressure storing means and disconnecting it therefrom,a steam supply, and automatically operated meansfor controlling theadmission thereof to the compressed air as the car is starting.

34. In apparatus of the character described, the combination of an airstorage reservoir, means operated by the stopping of cars or trains forstoring air therein, means operated by the stored air for starting carsor trains, and means for heating the stored air.

35. In apparatus of the character described,

the combination of an air storage reservoir, means operated by thestopping of cars or trains for storing air therein, means operated bythe stored air for starting cars or trains, and means operated at themoment of starting the cars or trains for heating the stored air.

36. In apparatus of the character described, the combination of acompressed air reservoir, means operated by the stopping of a car ortrain for storing air under pressure in said reservoir, means operatedby said air under pressure for starting cars or trains, means forinjecting steam into the compressed air, and means for trapping out thewater of condensation.

37. In apparatus of the character described, the combination of acompressed air reservoir, means operated by the stopping of a car ortrain for storing air under pressure in said reservoir, means operatedby said air under pressure for starting cars ortrains, means forinjecting steam into the compressed air, and means for trapping out thewater of condensation and reheating and restoring it to the compressedair.

38. In apparatus of the character described, the combination ofstationary means of storing fluid pressure located at intervals alongthe way, means of stopping and starting cars or trains by such storedfluid pressure, and means for maintaining a substantially constantnormal pressure in said storage means.

39. In apparatus of the character described, the combination ofstationary fluid pressure reservoirs located at intervalsalong the way,means operated by the fluid pressure in said reservoirs for stopping andstarting a car or train, and a pipe line connecting the reservoirs witheach other and with a stationary source of fluid pressure.

40. In apparatus of the character described, the combination of anelongated scribed, the combination of an elongated horizontal fluidpressure cylinder, a piston, and an elongated piston rod eccentricallyconnected to the piston and supported on the bottom of the cylinder.

42. In apparatus of the character described, the combination of anelongated fluid pressure cylinder, a piston, an elongated piston rodsupported upon the bottom of the cylinder, and a bearing therefor in thelower portion of the cylinder head.

43. In apparatus of the character described, the combination of anelongated horizontal fluid pressure cylinder, a piston therein, and anelongated piston rod located at the bottom of said cylinder. I

44. In apparatus of the character described, the combination of anelongated horizontal fluid pressure cylinder, a piston therein, and anelongated piston rod eccentrically connected to the piston and disposedupon the bottom of the cylinder.

45. In apparatus of the character described, the combination of anelongated fluid pressure cylinder, a piston therein, an elongated pistonrod disposed upon the bottom of the cylinder, and a bearing therefor inthe lower portion of the cylinder head.

46. In apparatus of the character described, the combination of anelongated fluid pressure cylinder, a piston,*an elongated piston rodsupported and guided in the lower portion of the cylinder, and meansexterior to the cylinder for supporting and guiding the pistonthroughout its length.

47. In apparatus of the character described, the combination of anelongated fluid pressure cylinder, a piston, an elongated piston rod,and a stufling box for said rod in the cylinder head, the under side ofthe rod conforming to the curvature of the cylinder, and the bearingthereof on the stufling box conforming to and flush with the curvatureof the lower part of the cylinder.

48. In apparatus of the character described, the combination of a fluidpressure cylinder, a piston having a valved high pressure face, a pistonrod having bearing in said face so as to have longitudinal movementtherein, and means of controlling the valve in the face of the piston bythe piston rod.

49. The method of stopping and starting trains, consisting insimultaneously engaging a stationary retarding device with all the carsof the train, storing fluid pressure in a stationary reservoir by themomentum of the train in the act of stopping, and then employing thestored fluid pressure to start the train by reaction through the carengaging mechanism of all the cars.

50. The method of stopping and starting trains, consisting insimultaneously engaging a stationary retarding device with all the carsof the train, storing fluid pressure in a stationary reservoir by themomentum of the train in the act of stopping, then engaging a stationaryaccelerating device With all the cars of the train, releasing theretarding device and employing the stored fluid pressure to start thetrain by reaction through the stationary accelerating device, and thecar engaging mechanism.

51. The method of stopping and starting trains, consisting in storingand maintaining at predetermined points along the Way a supply of fluidpressure, engaging a train with a stationary retarding device to stopthe train and add fluid pressure to said supply, and then employing thestored fluid pressure to start the train by reaction through the trainengaging mechanism While maintaining the normal pressure in said supply.

52. The method of stopping and starting trains, consisting insimultaneously engaging a stationary retarding device With all the carsof the train, storing fluid pressure in a stationary reservoir by themomentum of the train in the act of stopping, and then employing thestored fluid pressure to start the train by reaction through the carengaging mechanism of all the cars, and injecting steam into thecompressed fluid at the moment of starting the train.

53. In mechanism of the character described, the combination of car ortrain starting mechanism, and a yielding stopping mechanism independentof the car or train starting mechanism for bringing the car or trainstarting mechanism to rest.

54. In mechanism of the character described, the combination of car ortrain starting mechanism, and a bufier independent of the startingmechanism for bringing the moving parts of the starting mechanismgradually to rest after being released by the train.

55. In mechanism of the character described, the combination of car ortrain starting mechanism, and a pneumatic buffer independent of thestarting mechanism for bringing the moving parts of the startingmechanism gradually to rest after being released.

56. In mechanism of the character described, the combination of car ortrain starting mechanism, and a pneumatic bufier comprising apreliminary and a main pneumatic buffing cylinder and plungerindependent of the starting mechanism for bringing the moving parts ofthe starting mechanism gradually to rest after being released.

57. In mechanism of the character described, the combination of car ortrain starting mechanism, and a yielding stopping mechanism independentof the car or train starting mechanism comprising a frictional stop anda pneumatic buffer for bringing the car or train starting mechanism torest.

58. In mechanism of the character de scribed, the combination of astarting grip bar having buffer jaws, and a pneumatic buffer cylinderhaving a tongue to engage said aWs.

59. In apparatus of the character described, the combination of car ortrain starting mechanism, pneumatic stopping mechanism forthe startingmechanism, and gradual stopping mechanism for the pneumatic stoppingmechanism.

60. In apparatus of the character described, the combination of car ortrain starting mechanism, pneumatic stopping mechanism for the startingmechanism, and gradual spring stopping mechanism for the pneumaticstopping mechanism.

61. In apparatus of the character described, the combination of a fluidpressure cylinder, a piston having a valved high pressure face, a pistonrod, and means of controlling by the piston rod the valve in the face ofthe piston.

62. In apparatus of the character described, the combination of a fluidpressure cylinder, a piston having a valved face, a piston rod havinglimited sliding motion endWise in the piston, and a lever controlled bythe piston rod and controlling the valve in the face of the piston.

63. In apparatus of the character described, the combination of a fluidpressure cylinder, a piston and piston rod, and means controlled bystrain upon the piston rod for admitting fluid in rear of the piston.

64:. In apparatus of the character described, the combination of a gripbar guided in the stationary Way, a grip carried by a car or train, andmeans for automatically engaging the grip with the grip bar in onedirection of strain and automatically freeing it in the other directionof strain.

65. In apparatus of the character described, the combination of a fluidpressure cylinder, a piston having a valved face, a piston rod having alimited sliding motion in the piston, a spring for cushioning themovement of the piston rod, and means of controlling the valve in thepiston face by the piston rod.

66. In apparatus of the character de scribed, the combination With carstopping and starting mechanism having one member normally in operativeposition for stopping the car and another member normally in inoperativeposition for starting the car; of means for moving said starting memberto operative position in the act of stopping the car.

67. In apparatus of the character described, the combination With carstopping and starting mechanism having one member normally in operativeposition for stopping the car but adapted to be moved by the car to anabnormal position in the stopping operation, and another member normallyin inoperative position for starting the car; of means for moving saidstarting member to operative position in the act of stopping the car;and means for moving both of said members to normal position in the actof starting the car.

68. In apparatus of the character described, the combination of anenergy storing element, a pair of members reversibly movable in oppositedirections, and connections between said reversibly movable members andsaid energy storing element to suecessively efi'ect the storage ofenergy in they latter When one of said members moves inone direction andthe return-of the stored energy in the form of movement of the othermember in the same direction.

69. In apparatus of the character described, the combination With adevice for storing and returning energy and a pair of members reversiblymovable in opposite directions; of connections for causing said deviceto store energy When one member moves in one direction and return theavailable stored energy in the form of movement of the other member inthe same direction, and means for successively securing to said membersa body to be arrested and started.

WALTER H. KNIGHT.

Witnesses:

WM. P. HAMMOND, P. F. SowNoH.

G'opies of this patent may be obtained for five cents each, byaddressing the Commissioner of Patents,

Washington, D. G.

